Locomotive.



H. R. STAFFORD.

LOGOMOTIVE.

APPLIOATION FILED MAR. 29, 1909.

- 934,944. Patented sept. 21, 1909.

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H. R. STAFFORD.

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H. R. STAFFORD.

LOGOMOTIVE.

APPLIGATION FILED MAE. 29, 1909.

Patented Sept. 21. 1909.

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cnrrnn srarns Pi 'TENT onirica HAL R. STAFFORD, OF SCHENECTADY,NLWKYORK, ASSIGNTOR TO AMERICAN LOCO- MOTIVE COMPANY, OF NEW YORK, N.Y., A CORPORATION OF NEW YORK.

LOCOMOTIVE.

Specification of Letters Patent.

Patented Sept. 21, 1909.

Application filed March 29, 1909. Serial No. 488,310.

To au whom t 'may concern.'

Be it known that I, HAL R. STAFFORD, of Schenectady, in the county ofSchenectady and State of New York, have invented a certain neu' anduseful Improvement in Locomotives, of Which improvement the follovvingis a specification.

My invention relates to locomotives of the general class or type, inwhich, for the purposes of affording the maximum tractive forceobtainable and of enabling the locomotive to readily traverse curves ofcomparatively short radius, the entire Weight is utilized for adhesion,all the Wheels being driving wheels, and the locomotive is supportedupon svviveling trucks, to the Wheels of vvhich rotation is impartedthrough the intermediation of gearing.

The object. of my invention is to simplify and economize theconstruction kand cost of maintenance of a locomotive of the type aboveindicated, by the provision of novel and improved means for theapplication of power to a main or primary driving shaft and itsJtransmission to the several driving axles; for the transmission of allstrains of the driving mechanism directly -to the engine frames andeffecting substantial transverse bracing of the latter; and forsupporting the driving gear shafts upon the trucks in such manner as torelieve the axle journal bearings from end thrust of the driving gearand permit free movement of the axles relatively to the gear shaftsWithout impairment of the normal relation of the driving and `drivengears.

The improvement claimed is hereinafter fully set forth.

ln the accompanying drawings; Figure l is a side view, in elevation, ofa locomotive en'ibodying my invention; Fig. 2, a .plan view, partly inelevation vand partly in section, of the cylinders, valve gear, andcylinder frame; Fig. 3, a vertical transverse section through the mainsupporting' frame and cylinder frame, showing a pair of cylinders andtheir valve gear in elevation; Fig. 3, a view, in elevation, of a valverocker and the adjacent shifting link; Fig. 4- a plan or top vieuY ofone of the trucks; Fig. 5, a vertical longitudinal central sectionthrough the same; Fig. (3, a view, partly in side elevation and partlyin transverse section, of the cylinder frame and the cylinders on oneside thereof.; Fig. 7, a transverse section through a gear frame, adriven gear, and the bearings of the truck axle on which said gear issecured; Fig. 8, a transverse central section through a truck frame andthe knuckle joint suspending the gear frame thereon, and through thegear frame and gear shaft; Fig. 9, a longitudinal central sectionthrough a knuckle yconnecting a gear shaft and intermediate shaft; andFig. l0, a view, in elevation, of the same, with the intermediate shaftin section.

In the practice of my invention, the boiler, a, which `is of thestandard locomotive type, is mounted upon a main frame comprising a pairof side frame members, S, which, in this instance, are shown as rolledmetal channel sections, and front and rear buffer beams, S, S,connecting the side frame members. These are also connected by aninterposed saddle or bed plate, l2, upon which the smoke box, ta, of theboiler, rests, and to which it is attached in the usual manner, and by acylinder frame, 13, hereinafter described. A rear tank, 18, is carriedupon the rear portions of the side frame members, and side tanks, 1S,are located forward of the cab, 5a., on the opposite sides of theboiler.

The locomotive is supported upon a front and a rear swiveling truck,which trucks are similar in con-struction and are pivotally connected tothe vmain frame, one of them below the saddle, 12, and the other belovvthe rear tank. The trucks are each carried upon four wheels, which arcfixed upon axles, 2, journaled in axle boxes, 2d, which are fitted inthe pedestals, 2f, of the truck frames, 2e. Rotation is imparted to oneof the axles of each truck through gearing, as hereinafter described,and the tivo axles of each truck are coupled by connecting rods, l5, theends of which are fitted upon crank pins on the Wheels, all the wheelsof the locomotive thus being driving Wheels, and the entire Weight beingmade available for adhesion, Wit-h the capability of traversing curvesof comparatively short radius.

The locomotive is actuated by a multiple cylinder motor, comprising aplurality of single acting cylinders, 12a, which are preferably, asshown, disposed in pairs, located oppositely, in planes transverse tothe main frame members, 8, below the same and' project-ing outwardlytherefrom. The cylinders, 12, are closed, at their outer ends, byremovable heads, 12g, and are provided, near their inner ends, withperipheral flanges, 12C, which are securely bolted to correspondingflanges, 13a, on the outer sides of a cylinder frame, 18, which is a boxor casing, of substantially rectangular form in longitudinal andtransverse section, and is interposed between, and bolted to, the sideframe members, S. It will be obvious that if preferred, a singlecylinder may be located on one side of the cylinder frame and twocylinders on the opposite side, or more than two pairs of cylinders maybe employed, and also that the motor may be of the compound type insteadof single expansion as shown.

The cylinder frame forms a closed crank case, which, in addition toproviding a support for the cylinders and the bearings of the main orprimary driving shaft, and serving as a receptacle for lubricatingmaterial for the crank pins and connecting rod bearings, acts as asubstantial transverse brace or strut for stilfening the main frame ofthe locomotive. The main frame is further braced, and the attachment ofthe cylinder frame thereto strengthened, by tension rods, 13C, passingthrough lugs on the bottom of the cylinder frame and secured at theirends to the main frame. Openings, closed by removable caps or covers,are formed in the upper and lower and end walls of the cylinder frame,and it is provided with a suitable oil glass gage and overflow and draincocks.

The cylinders, 12a, are fitted with pistons, 40, and, in the specificconstruction of motor herein shown, the pistons of the oppositecylinders of each pair are coupled, by connecting rods, 41a, to one of apair of crank pins, l", which are fixed at right angles one to theother, in a counterbalanced crank wheel, 1C, and in correspondingly setcranks, 1d, formed upon or secured to a main or primary driving shaft,1, Vlocated in the longitudinal central plane of the locomotive, andjournaled in bearings, 13", in the ends of the cylinder frame 13. Steamis supplied to the cylinders through steam pipes, 63, leading from thedome of the boiler, and is discharged therefrom through exhaust pipes,(33, leading to an exhaust nozzle in the smoke box.

rlhe supply and exhaust of steam to and from the several cylinders areeffected by distribution valves, 16, which are shown as of the pistontype, and are fitted to reciprocate in valve chests, 12b, at the sidesof the cylinders. Steam is preferably admitted to the valve chests ont-he outer sides of the distribution valves, in order that the valvestem packing may be subjected only to exhaust steam pressure. Thedistribution valves of each pair of oppositely located cylinders areactuated by a single valve gear, which valve gears may be of any of thesuitable known types, and are shown as shifting links, 7, coupled byeccentric rods, 7a, to the straps, 7b, of eccentrics, 7C, fixed on thedriving shaft, 1a. The valve stems, 1Gb, of the distribution valves ofeach pair of oppositely located cylinders, are coupled one to the otherby a connecting bar, 16C, having, in this instance, a central yoke toenable it to be reciprocated with proper clearance from the drivingshaft and its bearings, the valve chests being located in the samehorizontal plane as the cylinders. It will, however be obvious that, ifpreferred, the valve chests may be placed sufficiently far above theplane of the cylinders and crank shaft to enable the connecting bars topass above the latter, in which case the yokes will be unnecessary andwill not be used. ing movement is imparted by the links, 7, to theconnecting bars and valve stems, through the intermediation of rockers,7e, journaled on pins fixed to the cylinder frame, and having twodownwardly depending arms connected by a plate or web, one of said armsbeing coupled to the die, 7d, of the adjacent link, and the other to adie, 16d, fitting in a guide formed on the adjacent connecting bar. Thelinks of both pairs of oppositely located cylinders are coincidentlyraised and lowered, to effect reversal of direction of rotation of thedriving shaft and variation of the point of cut off, as from time totime required, by a reverse shaft, G, journaled in bearings, 6a, on thecylinder frame and carrying lifter arms, 6b, coupled by link hangers,6C, to the shifting links, 7. The reverse shaft, is coupled, through abell crank, 9a, and reach rod, 9, to a reverse lever, 11, in the cab, soas to be swung in its bearings in the ordinary manner.

The main or primary driving shaft, 1a, is coupled, at its ends, byuniversal joints, 1e, of any suitable and preferred construction, tointermediate shafts, 1f, which extend forwardly and rearwardly andterminate at each of the trucks, on the inner side of the axle thereofwhich is the nearer to the cylinder frame. The ends of the intermediateshafts within the trucks are coupled by universal joints or knuckles,hereinafter described, to gear shafts, 15, which are supported inbearings, 17, in gear frames, 17, coupled, by universal joints, totransoms, 2g, connecting the upper side members of the truck frame, j,and carrying the center bearings, Qh, of the truck. The gear shafts, 15,carry, upon their opposite ends, bevel pinions, 15a, which engagecorresponding gears, 15b, on the outer axles of the trucks, that isReciprocat-- to say, those farther from the cylinders, and, as beforestated, the two axles of each truck are coupled by connecting rods, 15C.The gear frames, 1T, are forlredat and adjoining their outer ends, andtheir outer end transverse portions, which are made in U form, so as toclear the gears of the outer axles, carry bearings, 17h, by which thegear frames are journaled on said axles. The universal joints by whichthe gear frames are suspended from the truck frames are each composed ofa bloclr or carrier, 1S; a pin, 18a, by which said block is pivoted, inthe longitudinal central plane of the locomotive, to lugs, 21,projecting' downwardly from the truck transom, 2g; and a pin, 1S", bywhich the gear frame is pivoted to the block, 18, at right angles to thepin, 18"-. It will be seen that by the above construction, the end sidesof the journal boxes, and the relative frames without being transmittedto the sides of the journal boxes, and the relative vertical movementsof the driven axles and pedestals, as well as the tipping of the axlesin the truck frame, are permitted without impairing the normal relationof the driving and driven gears.

The universal joints or knuckles which couple the intermediate shafts,l, to the gear shafts, 15, of the two trucks, each comprise a pin, 1T',pressed into lugs on a coupling section, 14a, fixed on the end of anintermediate shaft which adjoins a gear shaft, and a pin, 1lb, similarlysecured, at right angles to the pin, 141-, in a coupling section, 1st,formed on or secured to the adjacent end portion of the gear shaft. Themiddle portions of the pins, le and 1st", are milled out, as shown inFigs. 5 and 9, so as to permit their axes to be brought intosubstantially the same plane, and the pins are connected by, and fittedto turn freely in, a pair or rings, 14d, which abut in a plane at rightangles to the axis of the gear shaft and are secured together by bolts,14?, and nuts. Hf. The bearings of the pins in the rings, 14., arefitted with bushings, Mg, for the purpose of enabling wear to be takenup as may be required. telative movement of the gear and intermediateshafts in both longitudinal and transverse planes, without interferencewith their normal rotative relation, is thus provided for. 1f preferred,the pins may be formed integral with the coupling sections, as trunnionsprojecting therefrom, and connected by the rings in the manner abovedescribed.

`Various modifications of structural detail may be made within thediscretion of those skilled in locomotive construction without departurefrom the spirit and operative principle of my invention, the leading andcharacteristic feature of which consists in the provision of a multiplecylinder motor of the single acting type, supported between a forwardand a rear truclr, on a frame which acts as a transverse brace to themain frame of the locomotive and imparting rotation, through centralshafts and gearing, to one of the axles of each truck, the other axle ofwhich is rotated by outside coupling rods.

1 claim as my invention and desire to secure by Letters Patent;

1. The combination, in a locomotive, of a main frame, a boiler supportedthereon, a front and a rear swiveling truck supporting the main frame, amotor comprising a plurality of oppositely located single acting steamcylinders, a cylinder frame interposed between and secured to the sidemembers of the main frame and supporting said motor, a main or primarydriving shaft extending longitudinally between the cylinders of themotor and rotated by connections to the pistons thereof, and gearingtransmitting rotation from said main driving shaft to one of the axlesof cach truck.

2. The combination, in a locomotive, of. a main frame comprising twoside members and connecting front and rear butler beams, a saddleinterposed between and secured to the forward portions of the sidemembers of the frame, a boiler supported at its front end on said saddleand at its rear end on the side members, a front swiveling truckconnected to the forward portion of the main frame, a rear swivclingtruck connected to the rear portion of the main frame, a cylinder frameinterposed between and secured to the side members, and located betweenthe front and rear trucks, a motor comprising a plurality of singleacting steam cylinders secured to opposite sides of the cylinder frame,a longitudinally extending main or primary driving shaft journalcd inbearings in the cylinder frame and rotated by connections to the pistonsof the motor. and gearing transmitting rotation from said main drivingshaft to one of the axles of each truck.

3. The combination, in a locomotive, of a main frame comprising two sideframe members and connecting front and rear buffer beams, a boilersupported thereon, a front swiveling truck connected to the forwardportion of the main frame, a rear swiveling truck connected to the rearportion of the main frame, a cylinder frame interposed between andsecured to the side members and located between the front and reartrucks, tension rods passingthrough lugs on the cylinder frame andsecured at their ends to the side members, a motor comprising aplurality of single acting steam cylinders secured to opposite sides ofthe cylinder frame, a longitiulinally extending main or primary drivingshaft journaled in bearings in the cylinder frame and rotated byconnections to the pistons of the motor, and gearing transmittingrotat-ion from said main driving shaft to one of the axles of eachtruck.

l. rl"he combination, in a locomotive, of a main frame, a boiler'supported thereon, a front and a rear swiveling truck supporting themain frame, a transverse cylinder frame interposed between and securedto the side members of the main frame and located between the front andrear trucks, said cylinder frame being in the forni of an inclosed crankcase, a motor comprising a plurality of single act-ion steam cylinderssecured to the sides of said cylinderjframe, and gearing through whichrotation is imparted from the motor shaft to one of the axles of each ofthe trucks.

The combination, in a locomotive, of a main frame, a boiler supportedthereon, a front and a rear swiveling truck supporting the main frame, atransverse cylinder frame interposed between and secured to the sidemembers of the main frame, and located between the front and reartrucks, a main or primary driving shaft journaled in bearings in thecylinder frame, a plurality of single act-ing steam cylinders secured tothe sides of the cylinder frame and having their pistons coupled tocrank pins on the driving shaft, and gearing through which rotation isimparted from the driving shaft to one of the axles of each of thetrucks.

6. The combination, in a locomotive, of a main frame, a boiler supportedthereon, a front and a rear swiveling truck supporting the main frame, atransverse cylinder frame interposed between and secured to the sidemembers of the main frame and located between the front and rear trucks,a main or primary driving shaft journaled in bearings in the cylinderframe, two single acting steam cylinders secured to opposite sides ofthe cylinder frame and having their pistons coupled to a crank pin onthe driving shaft, two connected distribution valves, each controllingthe supply and exhaust of steam to and from one of said cylinders, asingle valve actuating mechanism coupled to and simultaneously operatingboth of said distribution valves, and gearing through which rotation isimparted from the driving shaft to one of the axles of each of thetrucks.

T. The combination, in a locomotive, of a main frame, a. boilersupported thereon, a front and a rear swiveling truck supporting themain frame, a transverse cylinder frame interposed between and securedto the side members of the main frame, a main or primary driving shaftournaled in bearings in the cylinder frame, a crank wheel interposedbetween and secured to crank pins on crank arms set at right angles onthe driving shaft, two pairs of oppositely set single acting steamcylinders secured to the sides of the cylinder frame, the members ofeach pair having their pistons coupled to one of the crank pins of thedriving shaft,

two valve actuating mechanisms, each operating the distribution valvesof one of the pairs of cylinders, and gearing through which rotation isimparted from the driving shaft to one of the axles of each of thetrucks.

S. The combination, in a locomotive, of a main frame, a boiler supportedthereon, a swiveling truck supporting the main frame, a gear framejournaled at one end on one of the axles of the truck, a universal jointcoupling the gear frame, adjacent to its opposite end, to the truckframe, a gear shaft journaled in the gear frame, a pinion fixed on thegear shaft, a gear fixed in the truck axle which carries the gear shaftand engaging said pinion, a motor mounted on the main frame, andconnections through which rotation is imparted to the gear shaft fromthe Adriving shaft of the motor.

9. The combination, in a locomotive, of a main frame, a boilersupportedthereon, a swiveling truck supporting the main frame, a gearfixed on one of the axles of said truck, a gear frame which is forkedand of U form at one end to pass clear of said gear and is journaled inits forks on the axle thereof, a universal joint coupling the gearframe, adjacent to its opposite end, to the truck frame, a pinion fixedon the gear shaft and engaging the gear of the truck axle, a motormounted on the main frame, and connections through which rotation isimparted to the gear shaft from the driving shaft of the motor.

l0. The combination, in a locomotive, of a main frame, a boilersupported thereon, a swiveling truck supporting the main frame, a gearframe journaled at one end on one of the axles of the truck, a universaljoint coupling the gear frame, adjacent to its opposite end, to thetruck frame, a gear shaft journaled in the gear frame, a pinion fixed onthe gear shaft, a gear fixed on the truck axle which carries the gearshaft and engaging said pinion, a motor mounted on the main frame, and auniversal joint through which rotation is imparted to the gear shaftfrom the driving shaft of the motor.

ll. The combination, in a truck for geared locomotives, of a gear framejournaledat one end on one of the axles of the truck, a universal jointcoupling the gear frame, adjacent to its opposite end, to the truck'frame, a gear shaft journaled in the gear frame, a pinion fixed on thegear shaft, a gear xed on the truck axle which carries the gear shaftand engaging said pinion,

adrivng shaft section, a pin xed on the Connections securing said ringsone to the gear Shaft and having its middle portion other. milled orrecessed out, a pin fixed on the driving shaft Section it right anglesto the HAL R. STAFFORD.

pin of the gear Shaft, and having its middle Vlrit'iiesses: portionsimilarly Jformed, a pair of abutting J. G. BLUN'i, rings embracing theends of said pins, and J. S. Prisiiiriin.

